Power transmission mechanism



Oct. 14, 1952 E. J. THURBER POWER TRANSMISSION MECHANISM 5 Sheets-Sheet 1 Filed June 12, 1945 NW N ZZmrdJT/Zzar g:

Oct. 14, 1952 E. J. THURBER 2,613,549

POWER TRANSMISSION MECHANISM Filed.June 12, 1945 5 Sheets-Sheet 2 Gum/w; s

Oct. 14, 1952 E. J. THURBER POWER TRANSMISSION MECHANISM 5 Sheets-Sheet 5 Filed June 12, 1945 III 3 HA) ZZWWJJZZZJZZQ;

Oct 14, 1952 Filed June 12, 1945 E. J. THURBER 2,613,549

POWER TRANSMISSION MECHANISM 5 sneets-sneet 4 Mam Oct. 14, 1952 Filed June 12, 1945 E. J- THURBER POWER TRANSMISSION MECHANISM 5 Sheets-Sheet 5 Patented Oct. 14, 1952 2,613,549 POWER TRANSMISSION MECHANISM Edward J. Thurber, New Orleans, La., assignor to The Thurber Corporation, New Orleans, La., a corporation of Louisiana Application June 12, 1945, Serial No. 599,101

61 Claims. 1

The present invention relates to improvements in power transmissionsladapted to be employed for starting and controlling the operation of machines or mechanisms generally, and is especially applicable to the power transmissions of automobiles, motor boats and other automotive vehicles for providing. a variable torque and ratio of speed transmission from an engine or other driving element to the driven means orother driven element.

One of the primaryQDbje'cts of the invention is to provide a novel andimproved power transmission which is capable of transmitting torque through a range of'speed which may be varied infinitely from'zero up'to direct drive from the driving to the driven element, and producing an overdrive in which the driven element operates at a higher speed'than that of the driving element.

Another object is to provide a novel and improved power transmission whereby power may be transmitted through an infinite variation of speed from zero up to direct drive between the driving and driven elements or to drive-the driven element at a higher speed thanthat of the driving element, or to drive the driven element in a reverse direction relatively to that of the driving element.

Another object is w provide novel control means for power transmissions for controlling the operation thereof; automatically, semi-automatically or manually.

A further object of the -invention is to provide a novel transmission gearing of the planetary type which embodies means whereby it may operate to transmit power directly between its driving and driven members, or in a relatively reverse direction and at a reduc'ed-speed'from the driving to the driven member, and which also provides an overdrive in which the driven member is driven at a higher speed than that of the driving member. V

A iurtherobject oi -the invention is to produce an improved power transmission mechanism which provides two speed ranges, and which enabies the speed in one of the ranges to be varied infinitely from zero up to direct drive and the speed in the other range to be varied infinitely from zero up to a speed higher than direct drive, independently of the speed of the engine or driving shaft.

A further object of the invention is to provide a novel singleplanetarygear set'having a single and providing a plurality of forward 5, a reverse and a neutral condition.

A Lil tire-r object of the invention is to provide a hydraulic power transmission mechanism comprising a casing containing fluid and means for circulating the fluid in the casing for transmitting torque from a driving shaft to a driven shaft, and means for maintaining a sufficient supply of fluid in said casing for the hydraulic transmission of power.

A further object of the invention is to (provide a hydraulic power transmission mechanism in which circulating fluid transmits torque from a driving to a driven shaft at infinitely varying speed ratios from zero to direct drive, and wherein the fluid circulation is stopped when the driving and driven shafts-reach thesame speed of rotation.

A further'object of the invention is to provide a hydraulic power transmission mechanism with circulatingfiuid to transmit torque from a driving shaft to a driven shaft at infinitely varying speed ratios from zero to' direct drive, such hydraulic power transmission operating in conjunction with a gear set having a plurality of forward gear ranges, a reverse and a neutral condition, and means operable by fluid pressure or by manual means for selectively effecting a gear range change in the gear set.

To these and other ends, the invention consists in certain improvements and combinations and arrangements of parts, all as will be hereinafter described, the features of novelty being pointed out more particularly in the claims at the end of this specification.

In the accompanying drawings- Figure l is an elevation, partly in longitudinal section, of a power transmission embodying the present invention, the various parts being shown in their normal positions while the transmission is in neutral and not in operation.

Figure 2 is a longitudinal section of the transmission, showing the relative positions of the parts while th transmission is in operation and is set for direct drive or overdrive.

Figure 3 is a vertical section of the'roton taken on the line 3-3 in Fig. 2.

Figure 4 is a vertical section of the rotor, taken on the line 44 in Fig. 2.

Figures 5 and 6 are detail views of one of the rotor controlling valve units, showing the same in different operative positions.

Figure 7 is a transverse section taken on the line '!l in Fig. 2.

Figure 8 is a sectiontaken on the line 8--,--3 in Fig. '2. i

Figure Bis a detail section-taken on the line .tS in Fig. 2.

Figure is an elevation of the steering column control means, a portion of the transmission being shown in transverse section taken on the line IQ-IO in Fig. 2.

Figure 11 is a detail horizontal section taken on the line i iI I in Fig. 10.

Figure 12 is a side elevation, showing the intercontrol between the master control pedal and the transmission setting means.

Figure 13 is a detail view showing the mounting of the master control pedal and the transmission setting shaft.

Figure 14 is a detail section taken on the line I4I4 in Fig. 13.

Similar parts are designated by the same reference characters in the several views.

Although the invention is applicable generally to power transmissions adapted to be employed for various purposes, it is shown applied in the present instance to a transmission which is particularly adapted for use in automobiles, motor boats and other automotive vehicles, in which the driving element I may be the crank shaft of the internal combustion engine which drives the vehicle, and the driven element 2 may be the tail or propeller shaft which drives the wheels or other means which propels the vehicle. It is to be understood that the drawings are for the purpose of illustration, and are not to be taken as limitative of the invention, reference being had to the appended claims as determinative of the scope of the invention.

The improved transmission comprises preferably a casing which encloses its various operating parts and is suitably mounted in fixed position in the vehicle, this casing including a section 3 of a suitable size and shape to house the engine fly-wheel 4, a gear-box section 5 to house the gearing, and an intermediate section 6 which is interposed between and securely fixed to the sections 3 and 5 as by screws I and 8 respectively.

The transmission mechanism preferably embodies a hydraulic torque transmitting unit which is similar to those disclosed in myprior application Ser. No. 574,096 filed January 23, 1945, now Patent No. 2,490,720, granted Dec. 6, 1949, and application Ser. No. 589,180 filed April 19, 1945, with, however, some modifications. This unit as shown in the present instance comprises a rotor I!) which is integral with or otherwise suitably fixed to a shaft I I and carries a suitable number of torque transmitting pumps I2 which are preferably of the gear type, four of these pumps being preferably employed which are spaced symmetrically or 90 degrees apart around the axis of the rotor. Each of these pumps as shown comprises a pair of gears I3 and I4 which mesh with one another and operate in a pump chamber I5 formed in the rotor, the pump gear I3 having a driving shaft I6 which extends to the exterior of the rotor and has a gear I! fixed thereon, the gears II of all of these pumps meshing with a central gear I8 which is mounted rotatably on the shaft II. The hub of the gear I8 abuts at one end against a thrust shoulder I9 on the shaft II, and the other end of the hub of this gear is chambered and has a roller bearing mounted therein, the outer race of this bearing being pressed into said chamber and the inner race thereof being mounted on the shaft I I and abutting against a thrust ring 2| inserted in a circumferential groove in said shaft. The gear I8 is thus confined between the thrust shoulder I9 and ring 2! from axial movement relatively to the shaft II and is constrained to I appear.

4 move axially with said shaft, as will hereinafter The hub of the gear I8 is splined to cooperate with splines 22 formed within the adjacent end of the driving shaft I, so that the gear I8 will be driven by rotation of the shaft I although capable of shifting axially thereof.

Means is provided for shifting the shaft Ii axially by fluid pressure for which purpose a piston 23 is fixed to the reduced end IIa of said shaft and operates in a cylinder 24 formed in the adjacent end of the shaft I, the outer end of the cylinder being closed by a head 25 which is fixed to the end of the cylinder and through which the reduced end of the shaft II extends, and the inner end of the cylinder being in free communication with the chamber within the flywheel through passages 25a. The piston and cylinder head may be provided with suitable packing, as shown. The rotor also carries a suitable number of reversion pumps 26 which are preferably of the gear type, a pair of these pumps being shown in the present instance which are located diametrally of the rotor, each of these pumps comprising gears 21 and 28 which are mounted rotatably in pump chambers 29 formed in the rotor, the gear 21 of each of the pumps being fixed to the shaft I6 of the respective pump I2 to rotate therewith. The shaft II is provided with an axial passage 30 having radial ports 3i which communicate with the cylinder 24 between the piston 23 and cylinder head 25, and with radial ports 32 and 32a.

Each of the torque transmitting pumps I2 is provided with a fluid inlet35 and a fluid outlet 36, the. inlets of these pumps communicating with chambers 31 formed within the rotor, which may be provided with removable plugs 31a for initially charging the rotor with oil, and the outlets of these pumps extending inwardly to valve chambers 38 which are located near the center of the rotor. Each of the reversion pumps is provided with a passage 40 which communicates with one of the chambers 31, and with a passage M which communicates with one of the valve chambers 38.

Each of the valve chambers 38 contains a valve sleeve which is fitted slidably therein and the inner end of which controls the discharge of fluid from the outlets 36 of the pumps I2 through the respective valve chamber and the open inner end thereof to return to the oil chamber or reservoir of the rotor. The valve sleeves for the pumps I2 eachcontain a valve member 41, and the valve sleeves are each provided with diametrally disposed ports 46 therein to control respectively the passage M of the respective reversion pump and port 32 in the shaft I I, and two of the valve members 41 which are associated with the reversion pumps each has a longitudinal port 48 adapted, when this valve member occupies an appropriate position, to provide a vent or exhaust from the respective port 32 and cylinder 24, and has a transverse port 49 therein adapted to establish communication between the respective passage 4I and port 32 through the ports 46 in the respective valve sleeve 45 when shifted to an appropriate position. The inner valve members are provided with stems 50 which extend movably through a flange 5| of a sleeve 52, the latter being internally splined to cooperate with splines 53 on the shaft I I whereby this sleeve may be shifted axially of said shaft but will rotate therewith, and the ends of the valve stems 50 are provided with locked nuts 54 or other Suitable enlargements which bear against the flange 55 of a sleeve 56 which is mounted for-movement axially on; the. sleeve 52. Pro-loaded springs 57 areinterposed between the inner valve members and the closed ends 58 of the respective valve sleeves 45, these springs biassing the inner valve members into the position shown in Figs. 1 and 2 relatively to the respective valve sleeves .to normally interrupt communication between the reversion pump passages 4i and the respective ports 32, and 'venting the latter portand the cylinder 24., --A pre loaded spring 59, which is stronger than the combined strength of the springs 51, which may be relatively light, is interposed between the sleeve 52 and a shoulder 60 on the shaft H and acts to move the sleeve 52 in a direction to move the valve sleeves 45 into a position to uncover the pump outlet ports 55, as shown in Fig. 1, and to normally but yieldingly retain it in such position.

While the shaft H occupies-the neutralposh tion and the valve sleeves 45 are imposition to open the pump outlet ports 56, as shown in Fig. l, the outlet passages 36 of the torque transmitting pumps are unobstructed by the valve sleeves so that these pumps operate idly'or without transmitting appreciable torque between the driving shaft and the rotor. The reversion pumps, which operate simultaneously with the torque transmitting pumps, have their passages 4! closed under these conditions by the valve sleeves 45, but development of vacuumin these passages is prevented by check valves M inserted in said passages and-which admit fluid thereto but close to prevent escape oiiluid therefrom when pressure is developed in these passages, as will be hereinafter explained;

The rotor is enclosed partially by the fly-wheel within which it is preferably mounted,- and by a casing section 6| which is fixed tothe fly-wheel to rotate therewith as bythe screwsfifi; thus providing an oil reservoir which surrounds the rotor which may be filled and'drained by removing the plugs 62. The pump driving gears and the sides of the rotor are enclosed bya pair of casing sections 54 and 65 which form an annular oil reservoir from which the rotor pumpsdraw in the fluid and circulate it in and thlOugh; the rotor and then discharge the fluid back into this reservoir.

A- suitable number of scavenging pumps are preferably provided for drawing oilpriooerating fluid from the outer reservoir within the ily-Wheel into the annular oil chamber ofthe rotor, a pair of these scavenging pumps being shown in the present instance (Fig. 4) each of which is of the gear type. comprising a pair of gears 66 and 5?. the former driven from the shaft lad of the respective pump gear I4. Each scavenging pump has an inlet 58 leading thereto from the exterior periphery of the rotor, and a discharge 55) leading to the interior oil chamber of' the rotor. During normal operation, these scavenging pumps will. operate to draw oil or operating fluid from the fly-wheel reservoir into therotor, but in order to prevent reverse flow of -oil through the pumps, as when their direction of rotation is reversed. each discharge passagefiil is provided with a spring-pressed checlr valve HI to prevent such return flow. i

The sleeve 56 extends slidably and rotatably through a bearing in the central portion of the casing section 5! and is provided with a grooved collar H for shifting it axially, this collar cooperating with the inner end of a lever 12 which ispivoted at 13 to the transmission casing and.

extends to the exterior thereof for cooperation with control means, to be hereinafter described. The sleeve 55 also cooperates with a starting governor which is responsive to the speed of the driving shaft comprising a suitable number of centrifugally controlled governor members which in the present instance are in the form of weights 14 pivoted at 15 within the casing section GI and having arms 16 arranged to cooperate with the flange 55 on the sleeve 56. While the engine or driving shaft is not-in operation, these governor members will be engaged by the flange 55 under the action of thespring 5S and held retracted thereby, as shown in Fig. 1, but since the governor members travel in a circular path during rotation of the driving shaft, they will be caused by centrifugalforce to operate on the sleeve 56 shifting the latter in a direction to cause movement of the valve sleeves toward a position to close the pump outlet ports 36.

The sleeve 52 is controlled by a master governor which is responsive to the speed of the shaft H, or of an automobile, for example, driven therefrom, and this sleeve is also controllable manually. Forthese purposes a collar 85 is provided which is fixed to the shaft l I, as by screws 8!, this collar carrying a suitable number of centrifugally controlled governor weights 82 which are pivoted in the collar on pivot pins 83, these governor weights having arms 84 arranged to cooperate with the face of a flange 85 fixed to the adjacent end of the sleeve 52. Springs 85 are provided which act to retract the governor weights toward their inner position, as shown in Fig. 1, and to hold them in such position. These springs are yieldable to permit the governor wieghts to swing outwardly under centrifugal force when the shaft ll reaches a predetermined speed of rotation, the arms 54 then acting on the flange 85 to move the sleeve 52 in a direction to move the valve sleeves into position to close the pump outlet ports 35. The collar 85 is also controllable manually by an arm iii which cooperates with a groove in its periphery, this arm being fixed toa shaft 35.

Means is also provided for over-riding the master governor, such means, as shown in the present instance, comprising a sleeve 5% which is splined on the shaft H by keys 5! so that it may shift axially on said shaft but rotate therewith, this sleeve having fingers 92 thereon which, when the sleeve 90 is shifted toward the master governor, will engage the heel portions 93 of the governor weights and swing the latter inwardly or toward retracted position against the action of centrifugal force acting on the governor weights, thus retracting the arms and permitting the sleeve 52 to recede under the action of the spring 59, thus causing the valve sleeves 45 to move to ward a position to'open the pump outlet ports 35. The sleeve 95 is controlled by a collar 55 which is fixed thereto and may be operated manually by, either an arm 96 pivoted at ill in the transmission casing and having its inner end engaging in a peripheral groove in this collar, or by a master pedal 93, mounted rotatably on a shaft 99 and adapted to abut against a lug 558a keyed thereon, this shaft being in the transmission casing and having an arm iilii fixed thereon and engaging in, the peripheral, groove in said collar. Preferably, the collar 951 is provided with a friction ring it: which is 'engageable with a friction ring use when said collar is shifted to its full extent, or substantially so, thefriction ring hi2 to stop spinningof the shaft I I and the rotor thereon. The master pedal is normally held in its retracted position by a spring 38 which is preferably relatively strong.

The gearing provided by the present invention for connecting the rotor shaft I I to the driven shaft for direct or overdrive, or for reverse, comprises a sleeve or hollow shaft H having splines therein which cooperate with splines III formed on the shaft II whereby the latter rotates the shaft H0 and is slidable axially therein. The shaft H0 is supported at one end by a bearing H2 mounted in a wall H3 of the transmission casing which serves as a partition to divide the gear containing portion of the casing from the remainder thereof, and the other end of the shaft I I0 is supported by journaling it in the adjacent end of the shaft 2. I A sleeve H4 is mounted rotatably on the shaft I I0, this sleeve having a sun gear I I5 formed thereon or otherwise fixed thereto, and having a planetary gear carrier also mounted rotatably thereon, comprising a pair of annular side members H6 and H1 connected by a suitable number of pinion shafts I I8, and planetary pinions H3 are journale'd on these shafts and mesh at their inner sides with the sun gear I I5. These pinions mesh at their outer sides with the teeth I of an internal gear I2I which is formed integrally With or otherwise fixed to the driven shaft 2. The member I ll of the planetary pinion carrier is provided with a jaw clutch member I22, and the gear I2I is provided with a similar jaw clutch I23 which is opposite thereto and spaced therefrom, and a controlling clutch member I24 is interposed between the clutch members I22 and I23 and has complemental clutch teeth on its opposite sides to engage the teeth of one or the other of the opposed clutch members when the clutch member I24 is shifted axially in one or the other direction, the controlling clutch member, While in an intermediate position, being disengaged from both of the opposed clutch members, and being then in neutral position, as shown in Fig. l. The controlling clutch member is splined to engage splines I25 on the shaft H 0 which provide a driving connection between said clutch member and shaft but permit axial movement of this clutch member to engage and disengage it with respect to the opposed clutch members. The clutch member I24 is controlled by axial shifting movements of the shaft II and it serves to connect this shaft to the driven shaft 2 either directly or through the planetary gear car rier, it being connected to the shaft II by a pin I26 which extends therethrough and through diametrically opposite slots I21 in the shaft H0 and is connected at its outer ends to said clutch member.

The member H6 of the planetary pinion carrier is formed with a circular jaw brake member I30, and the sleeve I I4 is provided with a similar companion brake member I3I, and these brake members are adapted to cooperate with a surrounding controlling brake member I32 which is mounted for movement axially but it is firmly held from rotating, this brake member I32 being preferably in the form of a ring having splines I33 extending axially on its periphery and slidably engaging complemental splines formed in a segmental anchor member I34 which is suitably fixed in the transmission casing, as by screws I35. The brake member I32 is formed internally with two sets of brake teeth I36 and I 31 which are respectively complemental to the teeth of the brake members I and I3l, and are spaced apart axially to a suflicient extent to enable one or the other of the sets of teeth to engage the respective brake member I30 or I3I while the other set of teeth is disengaged from the other of said brake members. While the member I32 occupies one of its positions in which its teeth I36 engage the brake member I30, the pinion carrier will be locked from rotation, and while the member I32 occupies its other position in which its teeth I31 engage the brake member I3I, the sun gear I I 5 will be locked from rotation. The controlling brake member I32 is shifted axially by an operating arm I38 which is connected to a collar I39 mounted slidably on the shaft 88.

The shaft H0 is splined exteriorly to receive a circular toothed clutch member I40, the sleeve I I4 is provided with a circular set of clutch teeth I4I which correspond in diameter, shape and number to the clutch teeth on the clutch member I40, and an axially shiftable controlling clutch member I42 is provided having a set of internal clutch teeth which are complemented to the clutch teeth on the clutch member I40 and the sleeve H4 and are of suflicient axial length to simultaneously engage the clutch teeth on the clutch member I40 and those on the sleeve H4 when the clutch member I42 is moved axially into a position for reverse drive, thereby clutching together the shaft H0 and sleeve H4, and to uncouple these parts when moved axially into its other position for direct or overdrive.

The controlling clutch member I42 is shifted by an arm or fork I45 which is pinned or otherwise fixed to a rail I46 slidably mounted in the transmission casing, the hub I41 of this fork having a recess I48 therein for a purpose hereinafter described.

Manually controlled means is provided for setting the transmission for direct, overdrive, reverse and neutral, such control means being located within convenient reach of the operator, and when the transmission is applied to an automobile, being located preferably on the steering column thereof. Such setting means, as shown in the present instance, comprises a shaft I50 which is mounted rotatably and slidably in suitable bearing brackets I5I secured to the steering column of an automobile, the upper end of this shaft having a, lever I52 pivotally connected thereto by a pivot pin I53 which extends transversely of the axis of said shaft whereby to and fro swinging movements of the lever will rotate said shaft in one or the other direction. The portion of the lever adjacent to the shaft is formed with a cap I54 which overlies the upper end of the shaft and is adapted to normally rest on the top of the upper bracket NH, and this cap is formed with a lip I55 which, when the outer end of the lever I52 is swung upwardly, will bear as a fulcrum on the top of said bracket and thereby cause the shaft I 50 to be shifted upwardly. The shaft I50 has a grooved collar I56 pinned or otherwise fixed thereon, and an arm I51 of a bell-crank lever cooperates with this collar, the bell-crank lever being pivoted at I58 to the lower bracket I5I and having its other arm I59 pivotally connected to a rod I60. This rod is connected to the upper arm I6I of a lever I62 having a sleeve thereon which is splined on a shaft I63 to rotate therewith but to slide axially thereon. The shaft I63 is mounted rotatably in the transmission casing and has a spring I64 thereon which acts on the lever I62 in a direction to yieldingly hold the hand lever I52 in its normal lower position. The lower arm I65 of the lever I62 is adapted to engage in the recess I48 in the'hub I41 of the fork I45 when said lever is shifted on the shaft" I63 againstthe action of the spring I64 by lifting the hand lever I52, but said spring normally holds the lever arm I65 out of said recess and in engagement with a recess I66 in a collar I61, the latter being mounted slidably on the shaft 88. v

Rotation of the shaft I63 will cause, the lever I62 to reciprocate one or the Other of the collars I41 and IE1, accordin 'to the one engaged by said lever under control of. the hand lever I52. The shaft is rotated by a lever I which pinned or otherwise fixed thereto exteriorly of the transmission casing, this lever having a, slot I1I therein in which engages thejend of a lever I12 pinned or otherwise. fixed to the shaft"I50. Rotation of the shaft I50 will therefore swing the lever I12 thereon, and. saidlever will swing the lever I19 and thereby rockv the shaft I63 according to the direction in which thehand lever is swung.

The collar I61 on the shaft 83 is interposed between the collar I39 of the brake: controlling member I32 thereon and a cam. I15 which is pinned or otherwise fixed on said" shaft; This cam is formed with a, recess I16 and with an inclined or tapered, portion I11 which leads to recess I16, and a ball ITB is pressedby a spring I19 against the cam and rides. thereon whenthe cam is shifted axlally'by endwise movement; of the shaft 88. The power of'the Spring I19 is suficient to move the. cam. I15 to the right when the ball I18 engages with the, tapered portion I11, or to urge the cam I15. to the left when the ball I758. enters the recess I16, and the power of the spring I19 is controlled by another ball [80' on which it bears, and by a cam I8'I having therein a recess I82 with an inclined surface, this cam being mounted in a recess in the wall I! 3 to slide in a direction parallel to the axis'of the shaft I I, and bein yieldably pressed toward the adjacent face of the collar 95 by a spring I83.

The collars I39 and IE1 on the shaft 88 are yieldingly pressed against one another and against the cam I15 by a. spring I85 one end of which abuts against the collar I39, the other end of this spring abutting, and reacting against a collar I85 which is pinned or otherwise fixed on said shaft. A spring-pressed detent I91 is arranged to engage in one or another of'a series of suitably located recesses I88 in the shaft 88 to yieldingly retain it in different set positions corresponding with neutral, and direct and overdrive. A stop pin I89 is provided for limiting the movement of the collar I39 under the action of the spring I85.

In the embodiment of the. invention shown in Figs. 1 and 2, the lever 12 for manually controlling the valve adjustingsleeve 56 is operamd by a rod I90 which extends loosely through an opening I9I in its upper end, this rod having av pair of collars I92 and I93 adjustably secured thereon to engage one or the other side of this lever when the rod is reciprocated in one or the other direction, these collars beingjspaced apart sumciently to permit free movement of this lever in response to the operation of the governor weights 14. The rod I90 is provided'with a knob I95 which may be located at a remote point within convenient reach of the'operator for operation by hand, a detent I96 being provided for retaining it in any desired set position. 'Ihe rod I90 is also provided with means for operating it by the fuel control element of the engine driving the transmission, such as the usual accelerator pedal of an automobile, as shown in the 249 which is pivoted at 2 on a sector M2 sup-- present instance, wherein the accelerator pedal 209 is pivoted at a point between its toe and heel ends, as at .lllI, on a suitable support2il2 and has an arm 283 pivotally connected to a rod 294 which controls the throttle of the carburetor of the engine. A portion 235v of the carburetor is shown, the throttle'2fi6 of which is connected by its shaft 281 to the usual throttle lever 203,1 stops 2119. and 2H] bein arranged to be engaged by the throttle lever when the throttle is fully closed and fully opened, respectively. Springs 2H and 252. are interposed between the respective sides of the throttle lever and collars 2I3 and 2M fixed atv suitable points on the rod 294 for operating the throttle lever and for permitting the rod to move beyond fully closedor fully open throttle position. I

A plunger 22% is mounted beneaththeheel end of the accelerator pedal in a position to be depressed when said pedal is rocked beyond its fully closed throttle position, this plunger being guided to reciprocate. vertically in a suitable stationary bracket 222i and being normally held yieldingly in its raised or inactive position by a spring 222. The lower end of this plunger is arranged to engage and depress an arm 223 of a bell-crank lever which is pivoted at 224 on. said bracket, and the other arm 225 of the bell-crank lever is'pivotally connected to the rod I99 at 226. When the rear or heel end of the accelerator pedal is depressed beyond fully closed throttle position, it depresses the plunger 22D and the latter depresses thearm 229 of the bell-crank lever, the latter moving the rod sec to bring its collar l93 against the lever 12 and to swing the latter in a direction to shift the sleeve 56 in a direction to move the valve sleeves 45 toward a position to open the pump outlet port 36..

Itv is to be understood thatthe collar. I93 may be adjusted along the rod 598 and secured in different positions thereon to permit different settings for the operation of the valve sleeves it. For example, it may be desired to move the valve sleeves 45 toward a position to open the pump outlet ports 35 when the throttle reaches closed position, and such an operation may be provided for by setting the collar I99 in an appropriate position along the rod lSIl.

Means-is provided for over-riding the master governor and permit opening of the valve sleeves 45 under control of the accelerator pedal, such means comprising a plunger 239 located beneath the forward or toe end of the accelerator pedal in a position to be depressed thereby when said pedal is depressed beyond fully open throttle po-- sition, said plunger being mounted for vertical movement in a relatively fixed bracket 23I, and being normally held yieldingly in its elevated or inactiveposition by a spring 232. .The lower end of this plunger is arranged to engage and depress the arm 233 of a bell crank lever which is-pivo-ted to the bracket 23I at 234', the other arm 235 of this bell crank lever being pivotally connected at 238 to a rod 231, and the latter being pivotally connectedat 238 to the upper end'of the leverflt which cooperates with'the collar 95; 1

Hand controlled means remote from-the transe mission is alsopreferably provided for operatingthe lever vilfii'to shift the collar 95, such means comprising in the present instance a, lever ported in anydesired stationary position, this lever being adapted to: engage. in a notch 243} or 243a in the sector to set the transmission for direct, overdrive and neutral positions. The

lever 240 is connected through a yieldable or spring coupling like 244, to an arm 245 of a bell crank lever which is pivoted at 246 to the stationary supporting bracket 22I, the other arm 248 of this bell crank lever being pivotally connected at 249 to a rod 256 which is pivotally connected at 238 to the lever 96.

When it is desired to retain the valves 45 in open position and to retain the clutch member I24 in neutral position as shown in Fig. 1, the setting lever 240 is placed beyond the notch 243 in the sector 242, thus shifting the collar 95 to the left of its position as shown in Figs. 1 and 2. The fingers 92 on sleeve 90 attached to the collar 95 will all be shifted thereby to the'left and the fingers 92 will engage the heel portions 93 of the governor weights 82 and swing them inwardly or toward a retracted position and thus hold the governor immobilized. With the governor weights 82 held in retracted position as shown in Fig. 1, the valves 45 will be held in their open position by spring 59, thus neutralizing the rotor ID, as shown in Fig. 1. When the collar 95 was moved to the left as just described, it moved away from the cam I8I, permitting spring I83 to move the cam I8I to the left until the ball I80 registered with the recess I82, thus relieving the spring pressure on the ball I18, and with the spring pressure thus relieved from the ball I18, the cam I and rail 88 are no longer influenced by these elements and the clutch member I24 can be shifted to a neutral position and retained in such position by spring-pressed ball I81 on rail 88 and by the plunger 255 operated by the pedal 98 as shown in Fig. 12.

Means is preferably provided for controlling the setting of the transmission and looking thereof in different set position, by the master pedal 98. Such means as shown in Fig. 12, comprises a plunger 255 which is mounted slidably in a bracket 256 secured to the outer side of the transmission casing in a position to engage at one end in one or another of a set of notches 251, formed in the lever I 10 located concentrically of its axis, and corresponding in number and spacing to the different positions, such as neutral, and direct and reverse drive, in which the lever I62 may be set. This plunger is yieldingly held in the notch in which it engages by a spring 258, thereby locking the lever I62 against operation, but is retracted to release said lever for operation by a rod 259 connected thereto and to a slotted link 260 with which a pin 26I on the master pedal 98 cooperates. The slot in said link is preferably elongated suificiently to enable the master pedal to operate the collar 95 to an extent to open the rotor valves and engage the brake rings IOI and I62 before the pin 26I picks up the link 266 and retracts the plunger, thereby stopping rotation of the gearing and clutch members and avoiding clashing thereof and facilitating the desired changes in the setting of the transmission.

When the master pedal 98 is operated while the controlling clutch member I24 is engaged with the pinion carrier clutch member I22 or with the ring gear clutch member I23, it will first open the control valves 45, thus placing the transmission in a neutral condition, and also coincidentally engage the brake members IOI and I 62 which will retard or lock the driven shaft 2 from rotation, thus effectively applying a brake to the motor vehicle.

The operation of a transmission as shown 12 in the present embodiment, assuming it is being used in an automobile, is as follows:

A supply of oil or other suitable, operating fluid is initially placed either directly in the rotor chambers 31 by'removing one of the filler plugs 31a, or is placed in the chamber formed by the fly-wheel and casing section 6|, as by removing one of the plugs 62, the oil thus supplied being in an amount sufiicient to supply the intakes of the pumps while the rotor is revolving. Upon starting of the engine, the fiy-wheel revolves, and the pump driving gearIB driven from the engine or driving shaft I rotates the gears I1, thereby setting into operation the torque transmitting pumps I2 and the reversion pumps 21, 28 and the scavenging pumps 66, 61. If the supply of oil is initialy placed in the fiy-wheel chamber, this oil is thrown by centrifugal force against the periphery thereof, and operation of the scavenging pumps causes them to pick up this oil and deliver it to the reservoir chamber in the rotor formed by the casing sections 64 and 65. When a sufficient amount of the oil has been thus introduced into the rotor reservoir chamber to reach the intakes 35 of the torque transmitting pumps, and the engine is run slowly, these pumps commence to circulate the oil, discharging it from these pumps through their outlets into the respective valve chambers 38 and back into the rotor reservoir, and as the engine is running at relatively low speed during this operation, the circulating oil discharges freely from the open inner ends of the valve chambers and will be thrown by centrifugal force to the periphery of the rotor reservoir for recirculation by the torque transmitting pumps.

When the engine speed reaches a predetermined value above idling speed, the starting governor weights 14 will swing outwardly by centrifugal force and will move the valve members 45 and 41 from their normal position shown in Fig. 1 to partially close the pump outlet ports 36, as shown in Fig. 5, but such will not prevent such circulation of the oil, and the torque transmitting pumps do not have a capacity sufficient to move the automobile if it is in gear. The torque transmitted under these conditions is sufficient, however, to cause the rotor I0, while it is free of any load, to spin. In order to stop such spinning, the accelerator pedal may be rocked rearwardly, thereby causing its rear or heel end to depress the plunger 226 and, through its connections thereto, to actuate the lever 12 in a direction to fully retract the valve sleeves 45 against the action of the starting governor Weights 14. The discharge passages 36 of the torque transmitting pumps are then free or fully open so that no torque is transmitted, and spinning of the rotor is stopped. The clutch members of the gearing are then stationary, or substantially so, and the transmission is in condition to be set for direct forward drive of the automobile.

Normally, the transmission setting shaft I63 is locked against operation by the plunger 255 (Fig. 12) so that the first operation, in setting the transmission, is to depress the master pedal 98 to retract said plunger, the selecting lever I52 being thereby unlocked for operation. In order to set the transmission for direct forward drive, the hand lever, while it occupies its normal lower level shown in Fig. 10 and the lever I62 engages the fork or recess I66 in the collar I61, is swung in a direction to shift the collar I61 to the right from its neutral position shown in Fig. 1 to the position shown in Fig. 2. Such movement of this collar causes the collar I39 of the, brake member I32, against which it abuts, to. also shift to the right into the position shown in Fig. 2, thereby disengaging the teeth I35 from the teeth {33 on the planetary pinion carrier member 1 l6 and ens gaging the teeth 31 on the brake member 32 with the teeth it! on the sleeve I M, this sleeve at this time being free on the shaft l'lfl since the clutch member M2 is engaged with only the clutch teeth it! on said sleeve. Movement of the collar i3il to the position shown in Fig. 2. also loads the spring 52 5, causing it to shift the shaft .88 from the position, shown in Fig. l to that shown in Fig. 2, thereby causing the arm or fork alengaging in the groove in the collar 89 fixeduto the shaft ii o shift this shaft from its neutral position shown in l. to the position shown in Fig; 2-, and engaging the clutch member 1524 with the clutch teeth E23 on the driven shaft 2. A direct driving connection is thus established between the shaft 2 and the shaft l i. Themaster pedal 98 may be returned to its normal position after setting the transmission for direct drive. thereby permitting the plunger to lock the transmission. for such drive.

After the transmission. has been thus set, the accelerator pedal may be rocked forwardly, allowing the plunger 223 .to return to its normal elevated position and freeing the lever so that the sleeve may respond to the influence of the starting governor weights M, and also increasing the speed of the engine by opening the throttle thereof. Increase of engine speed will increase the speed of rotation of the torque transmitting pumps E3, i i, and in consequence, the volume of oil passing through their discharge passages 38 which'are partially closedbythe valve sleeves 45, as the speed of the engine is furtherincreased by further depressionof the accelerator pedal, the torque applied to the rotor builds up until it reaches a value sufficient to rotate the shaft H and to start the automobile into motion.

as the speed of the automobile increases, the weights 82 of the master governor, which isdriven by the shaft ii and therefore responds to the speed of the automobile, swing outwardly by centrifugal force, causing the arms 84 connected to these governor weights to swing inwardly and, bearing against the flange 85 to shift this flange and the sleeve 52 connected thereto from the position shown in Fig. 1 toward that showrr in" Fig.

2, thereby moving the valvesleeves d towarda position to close the ports 36, and eventually to fully close such ports when the'speed'cf the automobile reaches a predetermined speed, such for example, as 35 miles per hour. Whensuch a-speed has been reached, and the valve sleeves are in fully operated position, the discharge-passages 36 of the torque transmitting pumps are fully closed,

thereby stopping the circulation of the fluid and producing a hydraulic lock'which-blocks operation of the torque transmitting; pumps, causing the rotor and thedriven shaft to'rotatewith and at the same speed as the driving shaft I. The speed of the automobile may then bepcontrolled at the will of the operator by operation of the accelerator pedal, thehydraulic rotor then providing a direct drive between the engine and the shaft 2 which maybe connected to the driving wheels of the automobile in the conventional manner. i 1 7 Should the operator desire accelerationofthe speed of the automobile beyond the powerof the engine While the latter isistill' in direct drive,. as

in passing another automobileorclimbinga .hill,

i 14 suchcanbe. accomplished; while the lever 2401's in exposition between the notches 243 andv 243a of the sector. 242, by. pressing the accelerator pedal forwardly beyond its fully. open throttle position, thereby causing its toe endto depress the plunger 230. Depression of. this plunger causes the lever 96 to rock in a direction to shift. the sleeve 96 toward the leftv from theposition shown. in Fig. 2, thereby causingthefingers 92 on this sleeve to engage. the master governor weights 82 at the angles. adjacent to their pivots and to. swing these weights inwardly toward retracted position in counteraction. vto the centrifugal force acting thereon, and the consequent retraction of the arms; 84 allow the flangefifi. and the sleeve 52 connected thereto to recede toward the right under the; action. of; the sprin 59; thus permitting thevalve sleeves 45. to move topartially open the pump'outlet ports 35. Thelconsequent reduction in pressure. of the .oil in. the discharge passages of the torque-transmitting pumps allows: the engine to increase its speedrelativel'y' to that of the rotor south'at the enginedevelops its maximum torque andtherebydevelopsi an increase in the torque transmitted through the. rotor and to apply its power more effectivelwto'i the driving. of the automobile, producing. aresult'similari to that obtained. by shifting" a. conventional. transmission to a. lower: gear. .Thesextentt'o which. the rotor control valve sleeves: arethus operated. maybe varied. by pressing. the? accelerator pedal to: different; extents beyond. fully open throttle position. If the engine isabout to: stall. due to: overload, the accelerator pedal may be; pressed to its full extent beyond. fully. open throttle position, vthereby causing the sleeve. 90 to. .fully over-ride the master governor and allow the. spring 59-to move. the valve sleeves toward: a position: to open the. ports 35 until. such movement is stoppedby the: governor 14,, thereby relieving the engine of its load. By allowin the toe end orthe. accelerator pedal and the plunger 230 to rise: gradually, the master governor is permitted; to. resumeits control of the valve sleeves. 45,. due to; retraction of the governor: controlling. sleeve! 93,. until the.

desireddriving condition has. been obtained. It will be understood that throughout the opera.- tions of. over-riding the master governor and com trollingthe extent of operationof the. valve sleeves; 45 to open the ports 36 by pressing the accelerator pedal beyond its fully'op'en throttle. position,

the. engine, throttle is in its .fully open position. I

If it is desiredto controlmanually the torque and ratio of speed transmissionv through the-rotor whilethe transmission is set for'direct drive. such may be'accomplished by'shifting. the collar 95 to its extremeleft-hand position from thatshown in Fig. 2 by operation of the remote control' hand lever Milan-d looking it in thenotch 243 of the sector 242, therebycompletely blocking the master governor and relievin the valve sleeves 45 entirely of the .controlling influence thereof. The sleeve valves 45 may then be operated entirely manually bymanipulating the hand knob I located at asuitableremote point, this hand knob serving to operatethe'lever Ill which is connected to the valvesleeves through-the inner valve members .41 and springs 51, and to thereby con-- trol manually the extentof movement of the valvev sleeves 45 in a direction to: open the ports 36 and, consequently, the amount of torque transmitted through the rotor. While the hand control knob I95 is not being used, thehand lever 240 may be locked in the notch 243a of the sector, and while-so locked it. wilLnot-"interfere with the operation. of the master .governor controlling sleeve 90 .by 1 the' accelerator pedal actuated plunger 230, since the force available to depress thi plunger is sufficient to cause the resilient coupling link 244 to stretch while the hand lever 240 is locked in the notch 243a.

Assuming the transmission is set for direct drive and the automobile; is being driven at a predetermined speed, as for example, above miles per hour, as assumed in Fig. 2, and it is desired to shift into overdrivewhereby the driven shaft 2 will rotate at a higher speed than that of the engine or driving shaft I, the transmission may be conditioned for overdrive by simply setting the lever 240 in engagement with the notch 243a in the sector, as shown in this figure, thereby placing the collar 95 in its extreme right hand position, as shown. While this collar is in such position, the fingers 32 on the sleeve 90 are entirely out of the range of movement of the weights 82 of the master governor, thus allowin these weights to swing beyond the range necessary to advance the rotor control valve sleeves to close pump discharge passages 35 and to bring the arms 84 of this governor inwardly sufficiently to act as a lock to hold said valve sleeves in position to fully close the passages 36. Movement of the collar 95 to its extreme right hand position also presses the .cam I8I toward theright and into the position shown inFig. 2, thereby causing it to act on the ball I80 to increase the loading of the spring I19 and causingthe ball I18 to act on the inclined surface I" on the cam I15 with a pressure sufiicient to move the rail 88-to and hold it in its right hand position, as'shown in Fig. 2. Movement of the rail 88 to the position for direct drive, as shown in Fig. 2 conditioned the gearing for overdrive by shifting the brake member I32 to disengage its teeth I36 from the teeth I38 on the member II8 of the planetary pinion carrier and to engage its teeth I 31 with the teeth I3I on the sleeve II 4 to which the sun gear I I5 is fixed. v

Withthe transmission conditioned as just described, and the automobiletraveling at a rela tively high speed, closing of the engine throttle, as by allowing the accelerator pedal to return toward or to closed throttle position, produces a reversion torque between the engine and the automobile, the momentum of the automobile, in effect, driving the engine at a speed higher than that corresponding with the setting of theengine throttle. The effect of this reversion torque is to reverse the direction of rotation of the pump driving gears I1, and of the torque transmitting pumps I3, I4, and of the reversion pumps 2'1, 28. The passages M of the reversion pumps, which during normal operation, are the inlets to these pumps, then become the discharge passages thereof, and as the outlets of these passages areclosed by the inner valve members. 41 whichlap the ports 45 in the respective valve sleeves 45, pressure'of oil is built up in said discharge passages which, in effect, directly connects the driving and driven shafts. This fluid pressure and the associatedshiftin elements operated thereby are utilized to effect power shift from, direct drive to overdrive, at the will of the operatonby rocking the accelerator pedal rearwardly to cause its heel end to depress the plunger 220. Such'actuation of this plunger actuates the rod I90 and lever 12 to retract the sleeve 56. Since the sleeve 52 connected to the valve sleeves 45 is locked at this time bythearms' 84 of the master governor, it

cannot move the valve sleeves in a direction to 16 open the ports 36 and the ports 46 in these sleeves remain in communication with the respective passages 4I of the reversion pumps and the radial ports 52 in the shaft II, but the sleeve 56 which is connected to the inner valve members 41 will retract these members, which will be permitted by compression of the springs 51, bringing the ports 49 in the inner valve members into communication with the reversion pump discharge passages 4| and the radial ports 32 in the shaft II, as shown in Fig. 6, thus establishing a flow of oil delivered under pressure from the reversion pumps in the cylinder 24 between its head 25 and the piston 23. The result thereof is to shift the shaft I I axially toward the left from the position shown in Fig. 2, thereby disengaging the clutch member I24 from the direct drive clutch teeth I23 on the driven shaft 2 and engaging the clutch member I28 with the clutch teeth I22 on the pinion carrier of the .planetary gearing, thereby coupling the rotor shaft II through the planetary gearing to the driven shaft 2. Although this shift of the shaft II is effected almost immediately, there is a moment during which no torque will be transmitted, due to the drop in pressure of the oil delivered by the reversion pumps incident to the flow of oil therefrom into the cylinder 24, but after the piston 23 has made its full stroke and connected the clutch member I24 to the clutch teeth I22 on the pinion carrier to establish the overdrive connection between the rotor shaft II and the driven shaft 2, the pressure of the oil delivered by the reversion pumps will again build up. When, at the will of the operator, the accelerator pedal is moved forwardly or to throttle opening position, the inner valve members 45 are permitted to return to their normal positions under the action of their springs 57, thus bringing their ports 48 into commvhcation with the radial ports 32 in the shaft I I and with the chamber containing the spring 59, for exhausting oil from the space in the cylinder between its head 25 and the piston 23 to said spring chamber from which it may escape and return by centrifugal force to the oil reservoir in the rotor.

During the shift of the rotor shaft into position for overdrive, the collar fixed thereto operates through the arm or fork 81 to shift the rail 88 to the left from the .position shown in Fig. 2 until the recess I76 in the cam I15 fixed to said rail approaches registration with the ball I18, whereupon said ball snaps into said recess by action of the spring I19, thus moving the rail 88 to and looking it in overdrive position. Although, during the shift from direct drive to overdrive, the gear shifting lever I52 remains set in direct drive position, and the shaft I 63 is locked in such position by the plunger 259, the setting of the rail 88in overdrive position is not thereby interfered with since during such shift of the rail 88 it moves freely through the collars I39 and I6! which are mounted loosely on this rail, and the spring I85 yields and is compressed by the shift of the rail 88 and the collar I86 thereon. Such compression of the spring I85 stores the power therein for the shift back to direct drive.

While the transmission is set for overdrive, the drive will be from the rotor shaft to the clutch member I24 and from the latter, through the clutch teeth I22, to the planetary pinion carrier. Since the sun gear, in this setting, is locked from rotation by engagement of the anchored brake member I32 with the teeth 'I3I on the sun gear carrying sleeve H4, rotation imparted to the planetary pinion carrier will cause the planetary pinions to the'drivenin a circular path around the sun gear, as the-latter is held from-rotation, the rotating pinions traveling in such circular path, will-drive the internal gear I20 engaging their outer peripheries at a speed greater than the speed of rotation of the rotor shaft and in the same direction therewith, the ratio of over drive depending on the relative diameters of the sun gear and internal gear. I

Whenever the operator desires to shift back to direct drive, as for example, to increasethe rate of acceleration of the automobile or its hill climbing ability, such may be accomplished by depressing the accelerator pedal forwardly beyond its fully open throttle position. Such'operation of the accelerator pedal causes its toe end to depress the plunger 239 which, acting through the rod 231 and lever 9t, shifts the collar-95and sleeve 98] abruptly to the left from the position shown in'Fig. 2. This operation causes the fingers 92 on the sleeve 9D toengage the weights-32 of the master governor and toswing these weights inwardly toward retracted positionand to swing the arms Moi this governor outwardly away from the flange 85, thereby permitting the spring 59 to move the valve sleeves 55 to fully openthe ports 36 and thereby relieve all torque through the rotor. Suchmovement of the collar 95also allows the spring-i83 to retract the-cam I8I and thereby bring its recess I82 intoregister with the balli 8t, thusallowing thisball to recede and reduce the loading of the spring-I19. Since the spring I85 was compressed or loaded by-the shift of the shaft II to overdrive position, and is held in such loaded condition by the "collar'iiil andthe arm or forkfil engaging it, the spring I85, acting on the collar I86, will have sufficient 'power to overcome the restraining action of the spring I19 and permit dislodgement of the ball from the recess lit, and to restore the rail-88 to its former or direct drive positiomas shown in Fig. 2, causing the shaft Ii to which it is connected by the arm 8? and collar 8E3, to shift back to the position shown in Fig. 2, thereby disengaging the clutch member I24 from the clutch teeth I 22 on the pinion carrier and engaging it with the clutch'teeth I23 on the shaft 2. Duringthe return of the shaft I I to direct drive position, the spring 59 is 'overcome'by the superior power of the compressed spring I85, and'asthe-shaft i I shifts to itsdirect drive position, oil in the'cylinder 24 between its head 2'5 and the piston 23- is exhausted therefrom through'the passage i'iii and ports-3I and '32, and through the thenopen ports 46 in the sleeves 45* and ports 58 in valve members 4'! and-enables the oil to vent to the interior of thereservoi-r provided by the casing section BI. This shiftfrom overdriveto direct drive will take place very rapidly, and although during this operation, the engine throttle is fully open, the transmission of torqu'e'thr'ough the rotor'will'b'e interrupted since thev'alve sleeves d will be in position to "fully openth'e ports 36, but as soon'asthis operation isc'ompleted, and the accelerator pedal is allowed to return to fully open throttledpositionand thereby permit the plunger 230' to return to its normally elevated position, and thus free themester governor for operation to move "the valve sleeves 45 to position to close the-porters, the

- torque through the rotor will be restored, and

acceleration of the automobile may then be 'aceolnplished.

In order to 'set the transmission for reverse drive from direct drive, the master control pedal 93 is depressed, thereby retracting the plunger 18 255 and unlocking the shaft I63, and the shift lever I52 is brought to neutral position thereby rotating shaft I 63 and causing the lever I 62 thereon, acting on the collar I61, to shift this collar to the left from the position shown'in Fig. 2to the position shown in Fig. 1. Such movement of the collar IB'I causes it to act on the cam II5 fixed to the rail 88 to shift this rail to the neutral position shown in Fig. 1. The collar "I39 ofthe overdrive and reverse setting brake member I32 follows the collar I61 in its movement to 'neutral position until it reaches the stop I89, whereupon its movement is arrested, thus positioning the brake member I32 so that its 'teeth 'I36'a're engaged with the teeth I30 on the member IIG of the pinion carrier, thereby locking the p'ihion carrier from rotation, and the teeth I3'Ion"the brake member I32 are disengaged from'the teeth I3I on the sleeve II4 to which the sun gear H5 is fixed, thereby freeing the sun'gear for'rotati'on. The shift lever I52 may then be swung upwardly about the pin I53 as a center, causing the lip I55 on this lever, bearing on the bracket I5I as a center, to shift the shaft I50 upwardly, after which the shift lever is swung in an arc while in 'its raised position and about the axis of the shaft 58 as a center. Upward shift of the shaft I50 actingthrough the collar I56 and its connections, shifts the lever I62 to the right in Fig. 10,.agaiiist the action of the spring I64, disengaging lever I62 from the collar It? on the rail 88 and'engaging it with the collar I41 fixed on the rail I46, and rotation of the shaft I55 in the appropriate direction, while the lever N52 is engaged-with the collar WI, causes the fork I45 connected to said collar to shift the clutch member I42 towardthe left from its neutral position shown in Fig.- 1, thereby causing it to bridge or simultaneously engage the clutch teeth on the sleeve I I4 and the clutch teeth on the clutch member MI], a driving connection being thus established between the sleeve I I4 which is splined on the rotor shaft II and the sleeve Hi to which the sun gear 5 is fixed.

During the setting of the transmission for reverse drive, the torque through the rotor is interrupted by the master pedal 98 which is held depressed during this operation, and upon-completion thereof, this pedal may be released so that it may return to normal position under the action of its spring 98, thereby causing the plunger 255 to lock the transmission in reverse setting, and torque is applied, by depressing the accelerator pedal to increase the speed of the eng'me sufficiently to cause the starting governor weights I l to partially close the ports 36 by the valve sleeves 45 and thereby develop transmission of torque through the rotor. The torque is then transmitted from the rotor shaft I I to shaft H0 and clutch member Mi! fixed thereon, andis transferred through clutch member M2 tosh'aft I54 and the sun gear I i5 fixed thereon, and the rotation of the gun gear drives the planetary pinions I I9 which, in turn, and rotating on their stationary axes, drive the internal gear I20 fixed to the driven shaft in a reverse direction and at a relatively lower speed than that of the rotor shaft.

Restoring of the transmission setting to neutral, as shown in Fig. 1, may be effected immediately by depressing the master pedal 98, thus retracting the plunger 255 and unlocking the shaft IE2, reversing the swing of the shift lever I52 while held in its raised position, thereby shifting the clutch member I42 out of engagement with the clutch member I40, and lowering the shift lever to its its speed and power.

19 normal level as shown in Fig. 10, thereby transferring the lever [62 from the collar M! to the collar 16'! on the rail 88, thus restoring the transmission to its neutral condition as shown in Fig. 1. While the transmission is in neutral condition, the valve sleeves 45 are in fully retracted position, and uncover and open the ports 32a, as shown in Fig. 1, thereby permitting escape to the interior of the rotor of any oil that might seep into the cylinder 24.

The present invention provides a power transmission especially adapted for use on automotive vehicles, which may be operated automatically, semi-automatically or manually. The automatic operation is effected by the starting governor which is responsive to the speed of rotation of the engine or driving shaft, and the master governor which is responsive to the speed of the automobile or the speed of rotation of the rotor "shaft, these governors operating the control valves of the rotor.

The semi-automatic operations can be obtained in conjunction with the 'accelerator pedal, governor setting means, and

the remote hand control assembly.

The manual control means can be operated either in conjunction with the automatic or semi-automatic control means, or may be operated independently thereof, as by manipulating the knob and it enables the operator, at will, to over-ride the automatic control means to either limit or restrict its operation, or to render the automatic control means entirely ineffective.

The rotor control valves enable the torque transmitted through the rotor to be varied between zero and maximum, according to the different positions in which these valves may be placed. The starting governor, which is respsonsive. to the speed of the engine or driving shaft,

* automatically closes these valves to an extent sufiicient to set the rotor into rotation, and as the speed of the automobile or driven mechanism closure of these valves, thereby establishing a full hydraulic look. If an increased torque is desired, such may be obtained at the will of the operator by manually partially opening these valves, thereby enabling the engine to increase It is particularly advantageous, in the operation of an automobile, to

' effect this control from the usual accelerator pedal, as by depressing this pedal forwardly beyond its fully open throttle position so that the full power of the engine will be developed, thus enabling the automobile to accelerate its speed, and to increase its hill climbing ability beyond the capacity of the engine while running at the same speed as that of the rotor, the increased torque developed by the resulting increase in the speed of the engine being comparable with the shifting of the conventional shiftable gear transmission of an automobile to a lower speed.

'The setting means for the transmission enables it to be set, by operation of a single lever or control member, for direct drive, and such setting of the transmission coincidentally sets the transmission in condition for overdrive. The shift from direct to overdrive may be made at the will of the operator while the automobile is traveling at a suitable speed, by merely rocking the accelerator pedal rearwardly beyond its fully closed throttle position and then returning said pedal to a suitable open throttle position. During the shift from direct to overdrive, the torque through the rotor is interrupted for a moment of sufficient duration to enable the driving clutch member to be disengaged from the direct driving clutch member and to be engaged with the overdrive clutch member. Shift back from overdrive to direct drive may be accomplished whenever desired by the operator by depressing the accelerator pedal forwardly beyond its fully open throttle position, the means for holding the transmission in overdrive being thereby released, and operating automatically to restore the transmission to direct drive.

The manual control means enables the operator to over-ride the automatic control at any time to either restrict the automatic control or to eliminate such control entirely. Whenever the master control pedal is employed, it provides means for quickly interrupting the torque through the transmission, and it may be employed to particular advantage in setting the transmission for stopping of the automobile, as it not only interrupts the torque but it unlocks the transmission setting means so that the transmission may be set for neutral, direct or reverse, and when fully depressed, brings the brake into action to stop spinning of the rotor and the clutch members, thereby facilitating engagement of the latter, as may be desired.

By providing means for utilizing power developed by the rotor for effecting the shift from direct to overdrive, this operation is greatly facilitated. The reversion pumps provided for this purpose are particularly advantageous as they are brought into operation automatically, when the accelerator pedal is rocked rearwardly toward closed throttle position, by the reverse direction of the torque transmitted through the rotor, thus utilizing this reverse torque to develop the hydraulic power employed to effect the shift. These reversion pumps also prevent socalled free-wheeling of the automobile and thus provide engine-braking when the power flow through the transmission is reversed.

The novel gearin provided by the present invention is not only relatively simple in construction and reliable in operation, but it enables a single planetary gear set with a single ring gear to provide three different gear selections, namely, direct drive, overdrive and reverse.

Since the gearing provides means for connecting the driving and driven shafts for direct drive of the driven shaft and also for driving of the latter shaft at a speed ratio higher than direct drive, the automobile or other mechanism may be driven in either of two speed ranges, and the hydraulic torque transmitting unit and its controlling means enables the ratio of speed in one of the ranges to be varied infinitely from zero up to direct drive, and to be varied in the other range infinitely from zero up to a speed higher than direct drive, without requiring any change in the speed of the engine or driving shaft. Such a method of varying the speed is advantageous as it enables the engine driving the transmission to operate at a substantially constant speed or at the speed at which it operates most efficiently or develops the maximum power. It is to be understood, however, that the speed of the driven shaft or the automobile or other mechanism driven therefrom may also be varied by varying the speed of the driving shaft, as by varying the speed of the engine of an automobile in which the transmission is used, by operation of the usual accelerator pedal or other eng e throttle controlling means.

aster-s49 i claim as my invention:

1; A powertransm'ission mechanism -comprising a driving element, a rotor carrying hydraulic means driven by the driving element for circulating a fluid and thereby transmitting torque from the driving means to the rotor, means controllin the circulation of the fluid, means responsive to the speed of rotation of the driving element for-operating said controlling means and having means for discontinuing its action on said controlling means to only partially obstruct said circulation of fluid, and means responsive to the speed of rotation of the rotor for operating said controlling means to further obstruct said cir- 2. A power transmission mechanism comprising driving and driven elements, arotor having means for connecting it to the driven element and carryinghydraulic means for circulating a fluid, means for driving said hydraulic,- means from the driving element, valves forcontrolling the circulation of fluid by said hydraulic means, means having a limited range of operation-in response to the speed of rotation 'ofthe driving element for only partially closing'sai'd' valves, and

ineans operable independently of said secondmentioned means and responsive to the speed of rotation of the rotor for completing the closing of said valves.

for rendering said second-mentioned"speed re-' sponsive means inoperativewith respect to said valves independently or said first -mentioned speed responsive means. 7 i

*4. A power transmission mechanism as defined in claim 2, including a fuel control element for an engine for drivingsaid driving element, and means operative by said fuel control element for controlling said second-mentioned speed responsive means.

5. A power transmission mechanism as deflned in claim 2, includingmanually operable means for opening said valves independently of said first-mentioned speed responsive means.

6. A power transmission mechanism as defined in claim 2, including pedal operable means for rendering said second-mentioned 'speed responsive means inoperative with respect to said valves, and brake mans'operative by said pedal operable meansfor stopping rotation of said rotor.

7. A power transmission mechanism as defined in claim 2, including means for setting said secend-mentioned speedresponsive'means in operaferent set positions, a pedal for operating said setting means, and a yieldable connection between said pedal and manual control to permit saidpedal to over-ride said manual control.

8. A power transmission mechanism comprising driving and driven elements, a rotor carrying hydraulic means connected to the driving element to be driven thereby for circulating a fluid and for transmitting torque to the rotor, means forconnecting the rotor to the driven element for direct drive and for overdrive thereof, valves controlling the circulation of the fluid by the hydraulic means and the transmission of torque to the rotor, means for operatingsaid valves to momentarily interrupt said transmission of torque,

and means responsive to reversal of torque between the-driving element and rotor coincidently with the interruption or transmission oftorque and reversal of circulation of the fluid for dis- 22 aeimeetm the d'irect save and establishing the overdrive betweenthe rear and the seven element. 7

means controlling the circulating of fluidby said hydraulic means and thereby varying the torque transmitted to the rotor, means 'for operating said controlling means to cause free circulation of said fluid and thereby interrupt the transmission of torque, means controlled by said fluid circulation controlling means and actuated -by said'fluid for operating said connecting means 'to disconnect the rotor from the driven element means for releasing said stored power for operation of said connecting means to disconnect the rotor from said overdrive gearing and to c'onnect the rotor to the driven elementfor direct drive thereof.

12. A power transmission mechanism as defined in claim 10, including means operable while said transmission of torque is interrupted for setting said connecting means in neutral disconnected relation with the'driven element and said overdrive gearing.

13. A power transmission mechanismco'mprlsing driving and driven elements, a rotor carrying hydraulic fluid circulating means, connected to the driving element to be driven thereby to transmit torque through the rotor, overdrive gearing for driving the driven element at a speed greater than that of the driving'element, means for connecting the rotor to the driven element or to the overdrive gearing, fluid pressure operable means for operating said connecting means to effect one of said connecting operations; means controlling the circulation of fluid by said hydraulic means, and means for operating said fluid circulation controlling means to interrupt the transmission of torque through the rotor and to admit fluid under pressure to said fluid pressure operable means to actuate said connecting means.

14. A power transmission mechanism as defined in claim 13, wherein said fluid pressure operable means is operated by fluid pressure developedby torque applied to the rotor, and disconnects the rotor from the driven element and connects the rotor to said overdrive gearing.

15. A power transmission mechanism comprising driving and driven elements, a rotor carrying hydraulic means connected to the driving element for circulating a torque transmittin fluid by torque applied to the rotor by the driving element and carrying reversion hydraulic means for developing fluid pressure by counter torque applied to the rotorby the driven element, overdrive gearing for driving the driven element from the rotor at a speed greater'than that of the rotor, meansdprable to connectthe' rotor totne' driven element onto the overdrive gearing, fluid pressure operable means for operating said connecting means, and valve means operable to admit to said fluid pressure operable means fluid under pressure developed by said reversion hydraulic means under the influence of said counter torque to operate said connecting means to disconnect the rotor from the driven element and to connect it to said overdrive gearing.

6. A power transmission mechanism as defined in claim 15, wherein said valve means comprises a pair of valve members controlling respectively circulation of said torque transmitting fluid and the fluid pressure developed by said counter torque, and including means for opening the valve member controlling said fluid pressure to admit the latter to said fluid pressure operable means to operate said connecting means while holding other of said valve members in closed position for development of torque transmission by said circulating fluid.

17. A power transmission mechanism as de- .flned in claim 15, including the throttle controlling element for an engine for driving the driving element, and means controlled by said throttle controlling element for operating said valve means.

18. A power transmission mechanism as defined in claim 15, including the throttle controlling element for an engine for driving the driving element, and means operable by said throttle controlling element when moved beyond its closed throttle position for operating said valve means to admit to said fluid pressure operable means fluid under pressure developed by said counter torque produced by the closed throttle condition of the engine.

19. A power transmission mechanism comprising driving and driven shafts, a rotor, direct and overdrive means connected to the driven shaft, means for connecting the rotor to the direct or overdrive means, pumps carried by the rotor and connected to the driving shaft for developing fluid pressure to transmit torque between said shafts, fluid pressure operable means for operating said connecting means, and valve means operable to admit said fluid pressure to said fluid pressure operable means.

20. A power transmission mechanism comprising driving and driven shafts, a rotor carrying pumps connected to the driving shaft for developing fluid pressure by relative rotation between the rotor and the driving shaft, means operable to connect the rotor directly or indirectly to the driven shaft, fluid pressure operable means for operating said connecting means, and valve means operable to admit to said fluid pressure operable means fluid pressure developed by said pumps.

21. A power transmission mechanism comprising driving and driven shafts, a rotor carrying pumps connected to the driving shaft to be driven thereby to circulate fluid for transmission of torque in one direction through the rotor and carrying pumps connected to the drivin shaft to be driven by counter torque applied to the rotor by the driven shaft for developing fluid pressure, means for connecting the rotor and driven shaft for rotation at relatively different speed ratios fluid pressure operable means for operating said connecting means, and valve means operable to admit to said fluid pressure operable means fluid pressure developed by said counter torque.

22. A power transmission mechanism comprising driving and driven shafts, a rotor carrying pumps connected to the driving shaft to be driven thereby to circulate a fluid for transmission of torque from the driving shaft to the rotor, overdrive gearing connected to the driven shaft for driving the latter from the rotor at a relatively higher speed, means for connecting the rotor to the driven shaft directly or to the overdrive gearing, fluid pressure means for operating said connecting means, valve meamcontrolling the circulation of fluid by the pumps and controlling said fluid pressure means, means for holding the overdrive gearing in condition for operation, and means for releasing said holding means and setting the valve means to interrupt transmission of torque from the driving shaft to the rotor for operation of said connecting means to connect the rotor directly to the driven shaft.

23. A power transmission mechanism as defined in claim 22, including the throttle control- -ling element of an engine for driving the driving shaft, and means operable by said element when moved beyond fully open throttle position for operating said releasing means.

24. A power transmission mechanism comprising driving and driven shafts, a rotor carrying a pump driven by the driving shaft for circulating fluid for torque transmission by the rotor and also carrying a pump connected to the driving shaft for developing fluid pressure by counter torque applied to the rotor by the driven shaft, overdrive gearing for driving the driven shaft from the rotor at a relatively higher speed than that of the rot-or, means for connecting the rotor to the driven shaft directly or to the overdrive gearing, a fluid pressure operable motor for operating said connecting means, a valve member controlling said circulating fluid, a valve member controlling said developed fluid pressure, means responsive to the speed of the rotor for holding closed the valve member controlling the circulating fluid, and means operable at will to operate the valve member controlling the developed fluid pressure to admit such fluid pressure to the motor to operate said connecting means.

25. A power transmission mechanism as defined in claim 24, including means yieldably connecting said valve member controlling said circulation of fluid and said valve member controlling said fluid pressure for operation independently or conjointly, means operative by said speed responsive means for operating said valve members conjointly or for holding from operation the valve member controlling said circulation of fluid, and manually controlled means for operating alone the valve member controlling said fluid pressure.

26. A power transmission mechanism as defined in claim 24, including manually operable means for rendering said speed responsive means inoperative with respect to said valve member controlling the circulating fluid to permit opening thereof.

27. A power transmission mechanism for an engine having a fuel control element, comprising driving and driven shafts, a rotor carrying hydraulic means connected to the driving shaft for circulating fluid to transmit torque to the rotor, means including overdrive gearing connected to the driven shaft for driving the latter from the rotor at a higher speed than that of the driving shaft, means including a clutch member shiftable in one or another direction to connect the driving shaft to the driven shaft for direct drive or to the overdrive gearing, means operative by the shifting movement of the clutch member in one direction to store power for effecting shifting movement of the clutch member in the other direction, and means for holding the clutch member against movement under the action of the power storing means and having means for operating it by said fuel control element to release said clutch member.

28. A power transmission mechanism comprising driving and driven shafts, a rotor carrying hydraulic means connected to the driving shaft for circulating fluid to transmit torque through the rotor, valve means controlling said circulation of fluid, a governor responsive to speed of rotation of the rotor for closing the valve means for transmission of torque through the rotor, overdrive gearing connected to the driven shaft for driving the latter at a speed greater than that of the rotor, means including a clutch member shiftable in one or another direction to connect the rotor to the driven shaft directly or to the overdrive gearing, means operative by movement of the clutch member in the direction to connect the rotor to the overdrive gear to store power to effect shift of said clutch mem her in the other direction to connect the rotor to the driven shaft directly, means for holding the clutch member against movement under the action of said power storing means, means for releasing said holding means, and means operative by said releasing means for rendering the governor inoperative upon the valve means and thereby permit the latter to open and to i t rrupt transmission of torque through the rotor.

29. In a power transmission mechanism, driving and driven shafts, hydraulic torque transmitting means between the driving and driven shafts for driving the latter shaft at infinitely varying speed ratios, planetary gearing comprising a sun gear, planetary pinions cooperative with and having a carrier rotatable relatively to the sun gear, and a gear connected to the driven shaft and meshing with said pinions, valve means for varying the transmission of torque between the driving shaft and the torque transmitting means, clutch means for connecting the torque transmitting means to the driven shaft or to the planetary pinion carrier, means for locking the valve means in condition for transmission of full torque, means for locking the sun gear for transmission of power to the driven shaft through the planetary pinion carrier, and means for coupling the sun gear to the torque transmitting means for transmission of power to the driven shaft in reverse direction through the planetary gearing.-

30. In a. power transmission mechanism, means for providing two forward speeds and reverse comprising driving and driven shafts, infinitely variable speed torque transmitting means between the driving and driven shafts, a sun gear mounted rotatably relatively to the torque transmitting means, an internal gear fixed to the driven shaft, pinions meshing with said gears, a carrier in which said pinions are mounted rotatably, driving clutch members connected to the pinion carrier and driven shaft respectively, a controlling clutch member connected tov the torque transmitting means and engageable with oneor the other of said driving clutch members, brakemembers having thereon, a pair of. closely adjacent annular rowsof teeth nn cted to thesun. ear. an pinion car rier respectively, an anchoring brake member having thereon. a pair of axially spaced annular rows of teeth and shiftable into engagement with the teeth on the brake member connected to the sun gear for holding the latter from rotation while said controlling clutch member is engaged with the driving clutch member connected to the pinion carrier, for driving the driven shaft at a speed greater than that of the driving shaft, coupling clutch members having closely adjacent annular rows of teeth thereon and connected-to the torque transmitting means and sun gear respectively, and an internally toothed clutch member-shiftable intoa position to connect the coupling clutch members while the anchoring brake member is engaged with the teeth on the brake member connected to the pinion carrier and said controlling clutch member is engaged with the driving clutch member connected to the driven shaft, for driving the driven shaft in a reverse direction to that of the driving-shaft.

31. A powertransmission for an engine having. a fuel control element. mechanism comprising driving and driven elements, planetary gearing including a sun gear mounted rotatably. relatively to the driving element, a gearconnected to the driven element, pinions cooperating with said gears, and a carrier in which the pinions are mounted rotatably, means for connecting the driving element directly to. the driven element or to the pinion carrienmeans. forpholding the sun gear or the pinion carrier from rotation, means operable manually for setting said holding means to hold the sun. gear from rotating, means for storing power by said setting of the holding means, manually controlled means for operating said connecting means to connect the driving element to the pinion carrier, means actuated by the fuel control element of the engine for releasing said power storing means, and means operable by said power storing means when released 'to operate said connecting means to connect the driving element directly to the driven element.

32. A power transmission mechanism according to claim 31 wherein said holding means comprises a brake member shiftable axially of said planetary gearing into one or another position to lock the sun gear or the pinion carrier from rotation, and said power storing means comprises a spring loaded by said setting of said holding means and acting on said connecting means to connect the driving element directly to the driven element.

33. A power transmission mechanism according to claim 3I,'wherein said holding means comprises a member shiftabl'e into one or another position to hold the sun gear or pinion carrierfrom rotation, and said fuel control element comprises the throttle controlling element of an engine for driving the driving element. and including means operable by movement of said throttle controlling element beyond its' fully open throttle position forrelea-sing-said power storing means. i

34. A power transmission mechanism'for 'an automobile having an accelerator pedal for controlling the. engine throttle, comprising driving and. driven shifts, planetary gearingincluding a sun. gear mounted rotatably relatively to the driving shaft, a gear connected tothe driven shaft, pinions meshingv with saidgears, and a carrier in which thenpinionsare mounted ,rotatably, a clutch for connecting the driving shaft to the driven.v shaft directly or, totheplanetary pinion carrier, a locking member s'hiftable into one or another position to hold the sun gear or the planetary pinion carrier from rotation, manually operable means for setting said member in one or the other of said positions, means operable by the setting of said member in position to hold the sun gear from rotation for storing power, means for restraining said power storing means, means operable by movement of the throttle controlling member beyond fully open throttle position for releasing said restraining means, and means operable by the power storing means for operating said clutch to connect the driving shaft directly to the driven shaft.

35. A power transmission mechanism according to claim 34 wherein said restraining means comp-rises a cam connected to said power storing means, a spring acting on said cam, a second cam operable by said releasing means to load said spring sufficiently to restrain said power storing means, and means for operating said second cam in response to operation of said releasing means to reduce the load on said spring and thereby permit operation of said power storing means.

36. A power transmission mechanism according to claim 34, including a pedal for operating said releasing means, and means controlled by said pedal for locking said setting means.

37. A power transmission mechanism for an automobile having an element for controlling the throttle of the engine thereof, comprising a driving element adapted to be driven by the engine of the automobile, a driven element, hydraulic torque transmitting means connected to the driving element to be driven thereby and having means for varying the transmission of torque therethrough at infinitely varying speed ratios, speed changing means between said bydraulic torque transmitting means and the driven element for driving the latter at a relatively low or high speed ratio relatively to the speed of said hydraulic torque transmitting means, means including a governor responsive to relatively low speed of the driving element for setting the torque varying means of the hydraulic torque transmitting means for transmission of relatively low torque to the torque transmitting means, and means including a second governor responsive to the speed of the driven element and having means for controlling it by movement of the engine throttle controlling element for setting the toroue varying means for transmission of relatively high torque to said speed changing means to drive the driven element at a relatively high speed ratio.

38. A power transmission mechanism according to claim 37, including means actuated by said engine throttle controlling element for rendering said second governor ineffective, and means controlled by said engine throttle controlling element for setting said speed changing means to drive the driven element at a relatively lower speed ratio.

39. A hydraulic power transmission mechanism for a motor vehicle having an engine controlled by a throttle operable by an accelerator pedal. comprising driving and driven shafts, hydraulic torque transmitting means for transmitting torque between said shafts including a casing containing fluid and means driven by the driving shaft for circulating the fluid in the casing to transmit torque from the driving shaft to the driven shaft at infinitely varying speed ratios from zero speed to approximately the speed of rotation of the driving shaft, a gear set having means for connecting it to the torque transmitting means and to the driven shaft and means for providing a plurality of forward gear ranges, a reverse and a neutral condition, fluid pressure means operable to effect a gear range change in the gear set, the torque transmitting means being operable to infinitely vary the torque transmitted to the gear set in a selected gear range from zero speed to approximately the speed of rotation of the driving shaft, a reservoir containing fluid, means for circulating fluid from the reservoir to said hydraulic torque transmitting means and for returning fluid to said reservoir, and valve means operable to supply fluid to said fluid pressure means to effect a gear range change in the gear set and to place the transmission mechanism in a neutral condition, braking means for the driven shaft, and a controlling element operable manually to operate said valve means and thereby place the transmission mechanism in a neutral condition and subsequently to apply the braking means to the driven shaft to lock the driven shaft from rotation and thereby apply a braking action to the motor vehicle.

40. A hydraulic power transmission mechanism as defined in claim 39, wherein said gear set comprises a single planetary gear set in fixed axial position relatively to the driven shaft and having a single ring gear and gearing and brake means cooperative therewith to provide the plurality of forward gear ranges, a reverse and a, neutral condition.

41. A hydraulic power transmission mechanism as defined in claim 39, wherein said driving shaft is the engine shaft, and including means incorporated in said hydraulic torque transmitting means and operable to directly connect said driving shaft to said driven shaft for opposing rotation of the driven shaft in response to reversal of power flow through the transmission mechanism.

42. A hydraulic power transmission mechanism as defined in claim 39, wherein said valve means is controlled by the accelerator pedal to vary the torque transmitted by said torque transmitting means to reduce the load on the engine and thereby cause increase in speed of the driving shaft above the speed of the driven shaft while said gear set is set for any of the gear ranges.

43. A hydraulic power transmission mechanism as defined in claim 39, including braking means for the driven shaft, and a controlling element operable manually to place the transmission mechanism in a neutral condition and subsequently to apply the braking means to the driven shaft to resist or look the driven shaft from rotation.

44. A hydraulic power transmission mechanism as defined in claim 39, including means for interrupting the driving torque through the gear set prior to a gear range selection, and for re-establishing said driving torque when the gear range selection has been completed.

45. A hydraulic power transmission mechanism for a motor vehicle having an engine controlled by a throttle operable by an accelerator edal, comprising drivin and driven shafts, a hydraulic torque transmitting means for transmission of torque between said shafts and comprising a casing containing fluid and means driven by the driving shaft for circulating the fluid in the casing to transmit torque from the driving shaft "to the driven -shaift1- at imn-itely variable speed ratios from zero-- speed to ap proximatelythespeed ofthe driving shaft, 2. gear set between, said torque transmitting means and the driven shaft having means providing a plurality of forward gear ranges, a reverse and neutral, manual means operableito, select. a forward or reverse change in the gear set, and means responsive to the speed of the driven shaft and conditioned by said manual selecting meansfor selecting"diiferentforward gear; ranges automatically; said-"manual selecting means; being also operable independently of the automatic selecting means to select a forward or reverse chan e? in the gear set orto p lace the gear; set in;,neutral, fiuidpressure; means'opfirable to effect a, gearrange, change in the gear set, the torque transmitting meansbeing normally operable to transmit torque to" the gear; set; in a selected gearrange from zero to approximately the speed of; rotation of the driving'shaft, reservoir containingfluid, means forconducting fluid from the; reservoir, to said hydraulic torque; transmitting means and 01" returning;- fluid to" said reservoir, valve means: operable to supply fluid to. said fluid, pressure means toeffect a gear range change in the-gear'set, controlling means for said, valve means; and means responsive to thespeedofgrotation of the driven shaft in conjunction withthe-t-hrottle operating movement of; the accelerator pedal-for rendering operative said; valve controlling means; said valve; means being also operable by movement of the-accelerator pedal beyond the full open throttle position to effect a gear range change in the transmission mechanism.

46. A hydraulic power transmission mechanism as defined in claim 45, wherein said gear set is in a fixed axial position relatively to said driven shaft and comprisesa single planetary gear set having a single ring gear and gearing and brake means cooperative therewith to provide the plurality of forward gear ranges, a reverse and neutral.

47. A hydraulic power transmission mechanism as defined in claim 45, wherein said driving shaft is the engine shaft, and including means incorporated in the transmission mechanism and operable to directly connect said driving shaft to said driven shaft for resisting rotation of the driven shaft in response to reversal of power flow through the transmission.

48. A hydraulic power transmission mechanism as defined in claim 45, wherein said driving shaft is the engine shaft, and including means incorporated in said hydraulic torque transmitting means and operable to directly connect said driving shaft to said driven shaft for opposing rotation of the driven shaft in response to reversal of power flow through the transmission mechanism.

49. A hydraulic power transmission mechanism as defined in claim 45, wherein said valve means is rendered operative by movement of the accelerator pedal beyond full open throttle position to effect a gear range change in said gear set from a higher to a lower gear range, and means responsive to speed of the driven shaft and operable to return the gear set to a higher gear range.

50. A hydraulic power transmission mechanism as defined in claim 45, including means operable manually at will to directly effect mechanically a gear ratio change or to place the transmission mechanism in neutral condition.

51. A hydraulic power transmission mechanism. as defined in claim; 45, including: braking means for the drivenshaft, and a, controllingelement operable manually to place the trans-,- mission mechanism in neutral condition and: subsequently to apply the braking means to the driving torque after the gearrange selection hasv been completed;-

53. A hydraulic power transmission mechanism as; defined in claim 45, wherein said valve means controls said fluid pressure means to. con-e nect the driving and driven shafts. for directv drive and coincidentally to stop circulationofthe torque transmitting fluid in the: hydraulic torque transmitting means.

54. A hydraulic power: transmission mechanism as defined in. claim 45, wherein said gear set includes means to.'connect-the driving and drivenshafts for rotation of thedriven shaft at a. higher-speed than the driving shaft and said valve means is operative tocoincidentallystop circulation of the torque transmitting fluid in the torque transmitting means.

55. A hydraulic power. transmission. mach-- anism as defined in claim 45, including means responsive to a predetermined accelerating speed of the driven shaft to operate the valve means controlling said fluid pressuremeans to-establish a directdrive connection between said shafts.

and coincidentally .to stop circulation of the torque transmitting fluid in the torque trammitting means, and subsequently responsive to a predetermined decelerating speed of the driven shaft to disconnect such direct drive connection and again start circulation of the torque transmitting fluid in the hydraulic torque transmitting means to connect the driving and driven shafts.

56. A hydraulic power transmission mechanism as defined in claim 45, wherein said valve means controls said fluid pressure means to connect said driving and driven shafts for a direct drive, and is rendered operative by movement of the accelerator pedal beyond full open throttle position to disconnect the direct drive relation between the driving and driven shafts and connect the driven shaft through the circulation of fluid in the hydraulic torque transmitting means to the driving shaft.

57. A hydraulic power transmission mechanism as defined in claim 45, wherein said valve means is rendered operative by the accelerator pedal to reduce the load on the engine and thereby increase the speed of rotation of the driving shaft above the speed of rotation of the driven shaft while said gear set is set for any of its gear ranges.

58. A hydraulic power transmission mechanism for a motor vehicle having an engine controlled by a throttle operable by an accelerator pedal, comprising driving and driven shafts, clutch means for connecting said shafts, a hydraulic torque transmitting means for trans mission of torque between said shafts and comprising a casing containing fluid and means driven by the driving shaft for circulating the fluid in the casing to provide a fluid connection between said shafts and thereby transmit torque from the driving shaft to the driven shaft at infinitely variable speed ratios from zero speed to approximately the speed of the driving shaft, 

